Gas-engine



(No Model.)

R. P. SMITH.

GAS ENGINE.

No. 377,962.. Pasen-ted Feb. 1.4, 1,888.

N. PETERS. Phallhvgrzlphor. Wnhinglon. D. C.

b the stem b2 of the exhaust-valve b3, seated upon UNITED STATES PATENT OFFICE.

REUBEN F. SMITH, OF PLEASANT HILL, ALABAMA.

exis-ENGINE.

SPECIFICATION forming part of Letters Patent No. 377.962, dated Februaryll, 1888.

Y Application led September 19. 1887.

To all whom it may concern:

Be it known that I, REUBEN F. SMITH, a citizen of the United States of America, residing at Pleasant Hill, in the county of Dallas such manner as to be readily accessible.

To these ends the invention consists in the I detail construction, combination, andarrange- :ment ofthe parts, substantially-as hereinafter fully set forth, and particularly pointed out in the claims.

In the accompanying drawings, Figure l is a view in side elevation of a gas-engine embodying my invention, parts being shown in section. Fig. 2 is an end view of the piston-cylinder and ignition-chamber.

'Referring to the drawings, A represents the ordinaryfly-wheel, the crank-shafta of which is secured at its ends in suitable journal-boxes supported in theV usual frame, a', resting on its base a. To the forward end of this frame a is secured, in the ordinary manner, one end of the pistoucylinder a2, which upon one side, near its outer end, is provided with a flanged extension, a3, for securing theretoon aline parallel with the piston-cylinder the ignition-chamber B. An opening or passage-way, b, is formed in the side of the cylinder a2, forminga connection between said cylinder and chamber, as shown. It will be seen that the terminal of the bore of this ignition-chamber coincides with the opening or passage-way b, leading into the pistoncylinder when said chamber is bolted in position.

Integral with the bottom side of the chamber B is a small approximately globeshaped chamber, 1)', having an upper beveled edge opening into the chamber B, as shown; and this chamber b has a small tubular extension, b, through the aperture in which is passed the beveled edge of the opening between the serial No. 250,103. (No model.)

chambersn B and b.

The lower extended endy of this stem b2 has a coil-spring, b4, encircling the same and bearing at one end against ythe end of the tubular extension. b and a nut on the end of said stem, as shown. 'In one side of this globular chamber b is formed an opening, at which point-is connected one end of a pipe or tube (not shown) for conveying the exhaust or products. of combustion passing through said chamber b', as customary;

Near the forward lower end of the ignitionchamberB is formed a short extension,through which passes the inlet-opening b, wherein is disposed a check-valve, b. lo the lower end of this short extension. is secured or formed integral therewith a pipe, b 7, which opens into the inletopening b5, as shown. The pipe b7 has an opening, bs, for admission of air, and at its other opposite end said pipe has a rightangular extension, b9, for the admission of gas. Within this pipe blis disposed a valve, b1, to regulate the inow of gas, the stem b12 of said valve being projected through a tubular extension of the pipe b7 and encircled on its outer portion by a coil-spring, b. It will be seen that the valve b10 normally rests against its beveled seat formed on the inner surface of the pipe b. To the outer end the stem'b12 of the gas-valve bm is' pivotally secured one end of a short rod, b, provided with a short lugor spring, d, bearing against the cap and a pin passed transversely through said rod.

Through a suitable aperture in the forward "end of the ignition-chamber is passed an insulated electrode, d, incased by a porcelain tube, d3, as shown. The inner end of this in sulated electrode projects in the ignition- 'Y vtoov chamber, and is-bent at right angles, as shown,

while the outer end has an ordinaryk nut j screwed thereon. To this outer end of the insulated electrode is connected 'one endv of an. ordinary electric wire, leading from any suit-v able dynamo, (not shown,) from which also leads a second wire, (not shown,) connected to any suitable part of the gas-engine.

E is a small pinion or gear-wheel secured upon one end of the crank-shaft a, and to this crank-shaft is connected,in the ordinary manner, one end of a piston-rod, e, the other end of which is of course connected to the ordinary piston head, (not shown,) working in the cylinder a2.

F is a second pinion or gear-'wheel of twice the diameter of the pinion or gear-wheel E. This wheel F is secured in position by means of a stud in the side of the frame a', and is.

designed to gear with thepinion or gear-wheel E, as shown. On the outer face of this gearwheel F is formed a liange, f, the edge of which is composed of a cam, f', a depression, f, and a straight circular portion, f2. On the-inner face of the gear-wheel F is formed a flange, f3, which has a earn, f4, as shown.

G is a long normally-horizontal lever fulcrumed at about its center upon a projecting pin of the frame a. The forward end-of this lever G carries a small roller, g, which is a1- ways in contact with the edge of the flange f on the outer face of the gear-wheel F, said end of the lever being held slightly elevated by means of a coil-spring,v y', bearing against the under side thereof, two corresponding studs of said lever and the base a' being encircled by said spring, as shown. The rear end of this lever G normally rests near the lower end of the stem b2 of the exhaust-valve b.

H is a bell-crank lever fulcrumed to a short downwardly-projecting flange of the cylinder a, the rear end of the horizontal arm of said bell-crank lever being secured to the inner side of the lever G by means of a pin or bolt projected through an oblong slot in said lever, as shown. The upper end of the vertical arm of this bell-crank lever VVbears against the flange or projection b15 on the rod b ofthe stem of the gas-inlet valve.

I is a normally-vertical lever fulcrumed at its lower end to the side of the frame a. To about the center of this lever is connected thereto a roller or wheel, t', designed to be constantly in contact with the langef3 on the inner periphery of the gear-wheel F, a portion of said wheel being broken away in Fig. l to more clearly show said ange. The upper end of this vertical lever I is projected through a slot formed in the forward widened end of a connecting-rod, J, said slot being provided at its rearmost end with rubber or suitable elastic packing, j, as shown, to preventjarring of the parts. The rear end of this connectingrod .I is pivotally connected to the forward projecting end of the rod C, as shown, the forward end of said connecting-rod being held in its proper horizontal position by means of a transverse pin, i', passed through the lever I. From what has been said it will be seen that by means of the cam and depression formed with the angef of the gear-wheel F the lever G will be caused to act upon the exhaust and gas-inlet valves, respectively, and that the cam on the flange on the inner periphery of said wheel will, through the agency of the vertical lever I and connecting-rod J, force the rod C from contact with the end of the insulated electrode as against the action of its spring.

It will be understood that there is one powerstroke of the piston in two revolutions of the crank-shaft.

The operation is as follows: Assuming that there was a charge of air and gas in front of the piston, and also a part in the ignitionchamber, and that the cam j" on the flangef3 of the gear-wheel F came in contact with and pressed the roller or wheel i, the lever I caused the separation of the rod C from contact with the electrode cl2, and a spark is produced and the mixture or charge ignited. At this point the piston (not shown) is driven to the opposite end of its cylinder, and consequently the crank-shaft is forced to its opposite horizontal position. As the piston reaches the end of its power-stroke the pinion or gear-wheel E will have made one-,half revolution and the gear- Wheel F onequarter revolution. This will bring the cam f of the augefin contactwith the roller g, causing the depression of the forward end of the lever G, and consequently the elevation of the rear end thereof, which will force the exhaust-valve from its seat, and the same will remain unseated until the momentum of the fly-wheel drives the piston to the opposite end of its'cylinder. At this point the depression f of the flange f comes in contact with the roller g, causing the closing ol' theeXhaust-valve, and by reason of the coilspring causes the forward end of said lever to be elevated, and consequently the lowering of the rear end thereof, thus pulling downward on the horizontal arm of the bell-crank lever, which will effect the unseating of the gas-` inlet valve b 'by reason of the vertical arm of said lever pressing rearwardly against the flange or projection b15 of the rod b, connected to the stem of said valve. The gas-inlet valve will be thus held open while the piston is making the backward stroke by reason of the momentum of the fly-wheel, and thus draw in the charge of air and gas'. The charge being thus drawn into the cylinder and chamber, the inletvalve is closed immediately upon the straight curved portion f 2 of the Iiange f coming in contact with the roller on the end of the lever G, the exhaust being4 also closed. During this latter movement the piston makes the compression-stroke, compressing the charge into the space in front of the piston-head, usually called the compression-space,7 and also in the ignition-chamber. As the piston completes its ICO IIO

compression-stroke and is about ready to start on the return-stroke, the cam j" on the inner ange of the gear-wheel F suddenly presses against the roller t' of the vertical lever I, forcing said lever rearward against the rubber cushion in the end of the connecting-rod J, causing said rod to push rearwardly on the rod lthere to any part of the engine.

Any suitable governor (not shown) may beemployed to regulate the supply of gas to the engine.

I claim as'my invention- -1. In a gas-engine, the combination,with t-he gear-wheels, the cylinder, and ignition-chamber, together with the inlet and exhaust valves, of the horizontally-disposed lever having a roller securedto one end in engagement With v a cam of one of said gear-Wheels, the coil-spring,

and the bell-crank lever, all arranged substantially as shown and described.

2. In a gas-engine, the combination,with the gear-wheels, the cylinder, the ignition-chamu ber, and the insulated electrode, of the vertical lever carrying the roller engaging a cam on the inner periphery of one of said gear-wheels, the connectingrod, andv the spring-held rod having a bent end normally in contact with the rod, the connecting-rod having a slotforrned V in one end thereof, provided with an Velastic cushion, and the horizontally-disposed lever having 'a spring-bearing and engaging a cam of one of said gear-wheels, as and for the purpose stated. n

4. In a gas-engine, the combination,with the piston, its cylinder, the crank-shaft, and the pinion or gear-wheel, of the large pinion or gema-Wheel, the outer liange having a cam and a depression, the inner ange provided with a cam, the ignition'chamber, the electrode,` the spring-held inlet and exhaust valves, the horizontallydisposed lever carrying a roller, the bellcrank lever having one end secured to said former lever, the vertical lever having a roller, the connecting-rod, and the spring-held rod having a bent inner end, all constructed and arranged substantially as shown and described.

In testimony whereof I affix my signature in presence of two Witnesses.

REUBEN F. SllIITH.

Witnesses:

J. B. RUDULPH, J. W. BAILEY. 

